Fluid pressure brake charging control apparatus



Jan. 23, 1951 A. TQGORMAN 2,538,834

FLUID PRESSURE BRAKE CHARGING CONTROL APPARATUS Filed Sept. 22, 1948 FIG. I

RUNNING POSITION Patented Jan. 23, 1951 'oN-litro STATES PATENT OFFICE jFIJUID PRESSURE BRAKE CHARGING `CONTROL APPARATUS Andrew'T. Gorman, Pitcairn, Pa., assigner toThje -Westinghouse Air Brake Companm Wilmer- .ding, Pa., .a .corporation of Pennsylvania Application 'September 22, 1948, :Serial No.150,645

6 Claims.

'This .inventicnrelates to locomotive fluid pressure brake equipment for :controlling the `application and release l'of brakes on railway trains and more vparticularly to means 'for controlling the charging and recharging of the brake pipe and brake equipment thereon.

The usual :automatic type locomotive brake equipment ycomprises 1a main reservoir, a brake pipe, a ieed'valve device, abrake controlling-valve device and an -engineers -automatic brake valve device.

The englineers brake valve device is provided with a release position in which position -fluid from the main reservoir, at higher than `normal brake pipe pressure, is supplied directly to the brake pipel The brake 'valve device is also provided With a running position in which fluid is supplied rfrom the `main reservoir -to th'e brake pipe through the feed valve device which reduces the pressure of Ysuch iluidto the normal degree desired to be carried in the brakepipe.

When initially rcharging the brake equipment on a railway train, as Well las When :recharging the equipment to eiect a release o'f a'brake application, it is customary for the engineer `on-'the locomotive to 'move the'handleofthe :brake valve device 'rst to the release position and then after an interval o'f time to the running position Where it remains until it is desired to eect an application of the brakes on the train, In release position of the brake valve-device, the iluid at main reservoir pressure supplied to the brake pipe accelerates charging'of the brake pipe and `hastens release of brakes through `the 'train subsequent to an application thereof.

YIf the brake valve device is allovvedto'remain in release position too long the pressure of fluid obtained in the brakepipe at the locomotive and on a number of adjacent cars of the train will increase to a degree above that normally carried, i

and from this higherthan normal pressure, the auxiliary reservoirs on said cars and a corresponding volume, on the locomotive, such as the pressure chamber of a distributing valve device, Will become gradually charged to a pressure higher than `n'ormally'oarried in the brake pipe. If this occurs, then when the brake valve handle is moved to Vrunning position and brake pipe pressure at the head end of the train, by loW back Athrough the train, vreduces tothe pressure of fluid supplied by Yfthe 'iced Vvalve adevice, v:and brake controlling 'valve devices `onthe locomotive and adjacent-cars rofthe .train 'will' be .operated by the'higherthan normal brake vpipe ,pressure in'therreservoirs .orzpressureachambenaboveimentioned, to their service application position vand a q-uickservice reduction in pressure in the brake pipe will be initiated which Will be Apropagated serially from car to car throughy the train/and therebyeffect a brake application on the locomotive and all cars of the train. This is not only objectionable ata .time when it is desired that t-he brakes be released but such an yapplication is difficult and time consuming to release.

,It will be apparent `,that such an undesiredapplication of the brakes can be positively -avoided if the brake valve handle is moved from release to running position soon enough to permit v`the brake-pipe pressure to reduce to that suppliedby the feed valve device before the pressure chamber and auxiliary reservoirs, above mentioned, :become-overcharged, that is, charged to a pressure in excess `of normal vbrake pipe pressure. 4If the brake valve handle is Yhowever not -allowed'to remain in release position as long as possible Without causing vovercharging `of the pressure chamber vand auxiliary reservoirs, above mentioned, the ffull advantage of using release'position oi the brake valve device for the purpose above described is-not realized.

vThelength of time which iluid at main reservoir `pressure may be -supplied to the brake pipe for charging the bra-ke pipe varies according to different conditions, such :as thepressure of uid in the brake pipe .at the time the brake 'valve handle is moved to release position and/or the length of the train, With the conventional brake equipment, the vlength of time lwhich the bra-ke valve handle is allowed to remain in releaseposition is dependent entirely on .the judgement of the-engineer, with `the result, thatmaximum advantage Yof the use of said-release position may never be realized.

The principal object of the invention therefore the provision of means for `automatically controlling charging of 'thebrake pipe on Va train so :as :to .obtain maximum advantage of supplying :fluid :athighmain reservoir pressure to the brake tpipe I,Without :danger of overcharging 'the rake A-equipmenton the locomotive land carsfadjacwt ethereto with the attendant undesired 'resultsiab'ove described.

Other objects and advantages will Lappear from the following more/detailed -description'of my rinvention when read in connection with 'theaccompanying drawings, `wherein:

Fig. '1 is adiagrammaticvievv, mainly in sectlon, \oi -1a portion or `-a locomotive -fluid pressure brake equipment embodying one 'form -of the Vinventicn;

Fig. 2 is a partial sectional view of a brake controlling valve device, such as a locomotive distributing valve device, embodying a modification of the invention; and

Fig. 3 is a partial diagrammatic, development view or" a rotary valve and seat of an automatic brake valve device shown in Fig. 1.

Description, Fig. 1

The locomotive brake equipment shown in Fig. 1 of the drawing comprises an engineers automatic brake valve device i, a feed valve device 2, a release control valve device 3, a pedestal li, a brake pipe 5, volume reservoirs 6 and '1, and a main reservoir 3 adapted to be charged in the usual manner with fluid at a pressure higher than that normally carried in said brake pipe 5.

The feed valve device 2 and the engineers brake valve device i are mounted on the pedestal 4, lwith the release control valve 3 mounted on a rotary valve seat member 9 of the engineers brake valve device. The volume reservoir 'I is connected to the release control valve device 3 by a pipe IS. The brake pipe 5 is adapted to be connected to the usual brake pipe on the cars of a train and to the brake controlling valve device on the locomotive. The operation of the brake controlling valve devices on both the locomotive and cars of the train is controlled by varying the pressure of fluid in the brake pipe in the usual manner.

The brake valve device i may be of the usual construction comprising a casing having a valve chamber Ii containing a rotary valve i2 having a sliding t on the rotary valve seat member 9 and adapted to be rotated by a handle i3 to the usual positions designated by legends in Fig. 3. As well known, the release and running position of handle I3 are employed for charging the brake pipe 5, the service and emergency positions for reducing the pressure of fluid in said brake pipe for eiecting, respectively, a service or an emergency application of brakes and the lap position is usually employed for limiting the degree of a service reduction in brake pipe pressure. Since this structure and its usual functions are so well known, no further description thereorn is deemed essential in the present application except as required 'for an understanding of the invention as hereinafter set forth.

The feed valve device 2 comprises a supply portion lila, which is operative to supply fluid under pressure received from the main reservoir 8 through a passage ill to the brake pipe 5 by way of a passage it and the brake valve device I, and a regulating portion i5 which controls the operation of said supply portion and thereby the pressure of fluid thus supplied to the brake pipe.

The supply portion i3 of the feed valve device embodies a piston Il having at one side thereof a control chamber I5, which is in communication by way of a passage i9 with the regulating portion I5, and at the opposite side thereof a valve chamber 2a which is connected by way of passage I4 to the main reservoir 8. A passage 2i leads through the piston Il to establish communication between chambers iB and 2U, which communication is restricted by a choke 22 in said passage.

Contained in the valve chamber and mounted on a. stem .23 of the piston Il for movement therewith is a, relatively large now capacity valve 24 which `controls communication between the valve chamber 2G and a delivery chamber..25.

The delivery chamber Z is open by way of a passage 2li to a chamber 2i in the regulating portion it, and when the brake valve handie is in release or running position, chamber is open to the brake pipe c by way of passage i, a port or cavity 2S in the rotary valve i2, a passage 2i?, a normally unseated cut-oil? valve and a passage 3i. in all oth-- er positions of the brake valve handle i3 passage 29 is disconnected from passage i5 and lapped by the rotary valve i2. A piston guide 32 serves as a support for a strainer 33 and a spring 3G. The strainer 32 protects choke 22 from dirt which may enter chamber 2E! from main reservoir S5 and the spring Sil engages valve 24 constantly urging said valve toward its seated position in which it is shown in Fig. l.

The supply portion I3 is controlled by pressure or duid in chamber i3 and for controlling such pressure the regulating portion i5 is provided Which comprises a ilegible, bellows type diaphragm S5 subject on one side to the force or an adjustable regulating spring At the opposite side of diaphragm 35 is a chamber 31 which is connected by a passage 38 to the seat of rotary valve i2 of the brake valve device i. A chamber 3S which is connected by passage to the control chamber iS in the supply portion is also connected to chamber 2l by a bore in which is slidably mounted the uted stem of a regulating valve d. The stem (Iivalve all also extends through a casing bore in slidable contact therewith into chamber 3l wherein it engages the diaphragm 35. When the force of the regulating spring 36 exceeds the pressure or uid in chamber 3l the diaphragm 35 unseats valve and when less, a spring Il! acting against valve d@ seats said valve.

The release control valve device 3 may comprise a nexible diaphragm (i2 subject on one side to fluid pressure in a chamber i3 and to the force of a spring lill. Chamber i3 is connected by a passage 15 and pipe lo to the volume reservoir I and by a choke fie to a passage 41. The opposite side of diaphragm l2 is subject to pressure of :duid in a chamber 48 which is connected a passage te to the seat of the rotary valve I2 of the bralre valve device and by a pipe to the volume reservoir t. A diaphragm follower 5i contained in chamber is is provided with an integral stem :l2 which extends through a suitable bore in the casing in sealing engagement with the wall of said bore, and into a chamber where it engages the iiuted stem of a valve Chamber 53 is in continuous communication through passage /i'i with the brake pipe passage 2e. Valve 565 is located in a chamber 55 which is connected to the seat of rotary valve I2 by a passage said chamber also containing an op- 7^ sitely and co-axiallv arranged valve 5l. Valve has a fiuted stem which extends through suitable bore in the casing into a chamber 58 wherein it is engaged by a spring 59 which urges said valve to an uri-seated position and at the same time urges the valve fi to a seated position. Chamber 5'! is open to atmosphere by way of a port Si?.

Operation, Fig. 1

running position, in which it is shown in the drawing, and Ythe angle cocks (not. shown) at- ,both ends nf ,the lbrake .pipe `on `the .locomotive are closed.

As Lthe main .reservoir S Sis lthus charged, .fluid under pressure therefrom 'enters the Ipedestal .Il and novvsby .Way .of .passage .14 to .chamber 2u of the .supply .portion o1' :the .iced .valve device .2. yFrom chamber '2u Yiiuid Aunder pressure flows through .chore .22 .and passage 2| to .chamber it and thence by passage .I9 .to chamber Sain the .regulating portion I .of ,fthefeed valve device 2. Chamber .31 .in ythe :regulating portion .of the feed valve device fis connected 'bi'.:passage 38, a cavity '6i in therotary valve VI2, andpassages 41 .and V2.9 to the `brake pipe .5. With brake pipe ,pressure lower thannormal, the force ofspring i'iagainst -thebellows diaphragm 35 exceedstthe pressure of fluid `from the brake pipe 45 vacting `in .chamber 375 against .said diaphragm, .as a result .of which, Athe valve vIIIII `is unseated .byspring 35 against the force of spring 4I. AFluid yunder pressurefsupplied to .the control chamber I8 islthere- .forepermitted `to iiow from said .chamber tothe .brake .pipe .5 by wayfof passage I9, chamber 35, unseated valve 110, chamber 21 and passage 2t to thefeed valvedelivery chamber 25-and thence by way of passage I5, cavity .28 in-.therotary Valve l 2,--andpassages 2.9 and 3'I,\at a rate exceeding the rate of .suppl-yzthrough choke 22. Fluidatfmain .reservoir pressure in-.cha-mber 2 Q ,acting `onrpiston I1, WilLtherefore-cause said pistonv to move in the direction of chamber I8 and unseat valve l2!! to vadmit fluid :undergpressure from chamber 25 to the delivery chamber 25 .and thence by passage I5, cavity'28 Yand passages-f29 and13I to the brake pipe i5. .-At the same time `fluid under pressure from cavity 28 of the rotary valve I2 oWs by way of passa-gew to charge 'chamber -58 .of the release control valve device 3 and by pipe -Ell to charge the reservoir 6.

As uid pressure is thus'established in passage 29, and therefore in thebrake pipe 5, uid under pressure flows from said 'passageby way of passage d to chamber 153 and through choke 46 to charge chambere'and reservoir 1 by way of pipe ld. Fluid under rpressur'e .fromthe brake pipe passage 29 and passage 41 also ovvs by way of cavity 5I in the brake valve 'device .and passage 38 to chamber 31 of .the control portion of the feed valve device 2. The valve .24 in the feed valve :supply 'portion 'I3 remains open as above described, allowing `iiuid .under pressure to flow fromthe main reservoir 8 to the brake rpipe 5, to chambersll, 43,and 48 and to reservoirs 1 and S'untilthe pressure of iluid in chamber 31 acting against diaphragm .35 exceeds the pressure of the regulating spring 36 at which time the diaphragm movesagainstsaid spring to permit spring 4I to seat -valve do. With valve 110 seated, chamber I8 is quickly charged to main reservoir pressure by Way `of choke 22 and passage 2 I. Spring 34 then Y becomesfeieotive to move'piston I1 toward chamber 23 to seatvalve 24 and prevent further flow of fluid under pressure to the brake pipe 5 and to the various chambers and reservoirs, thereby limiting thepressure of such fluid to the normal degree `determined by the adjustment of spring 3S.

With the locomotive brake equipment thus charged with iluid under pressure, the engineer may move the locomotive'to couple to a train of ears, fatfwhich time, the brake valve handle I3 is moved to lap position in which Vposition uid at normal brake 'pipe pressure in chamber 48 and reservoir-5 is bottled up by reason of `the rotary valve I2 lapping passage 4.9. .The usual .angle cocks rnotsnown) in `tnebrakepipe tconnectmg the locomotive and the train o1` cars Will then ...be opened. .'rhe pressure of .huid in the locomotive `brake pipe `5 will then .reduce by flow .into the .train brake pipe, and .the pressure of fluid in chamber s3 and reservoir 1 .will correspondingly reduce Vthrough choke d6 and passages li-I and ,29- .into itheflocomotive fbrake pipe. Fluid -atnormal brake pipe .pressure being retained inchamber 43, lthe diaphragm Q2 moves vin the direction of chamber when, by reason ofthe reduction of pressure in chamber 43, acertaindiierentiaLsay three pounds, is created between the fluid ,pressure in chambers I3 and d8 acting on said diaphragm. .Sp-ring 59 acting on valve 5l will v.then unseat-said valve and seat valve 5d, and chamber 155 and zpassage 56 will Vthus be connected past valve 51 to-chamber'58 and to atmosphere by vWay of port 50, the opposite endfoflsaid passage @being lapped by the 'brake valve rotary valve lf2 .-in the lap position .thereofc When brake pipe pressure on the locomotive has substantially equalized into the train lbrake pipe as just described, theoperator will move the brake val-ve handle I3 from lap positionA to release position wherein passage i5 is connected .through a cavity 23 (Fig. 3) in the rotary valve l2 tothe brake pipe passage 29 and the feed `valvecontrol passage ,38 is connected through a cavity 33u10 passage' and to atmosphere past valve :51, pas- -sage .59 remaining lapped by the rotary valve I2, as-occurs-in all positions of said .rotary valve except running, to hold the fluid at normal brake pipe pressure bottled up in diaphragm chamber 8 and reservoir Fluid pressure in chamber 31 of the feed valve Vdevice 2 is thus vented to atmosphere rendering spring 36 effective to .unseat valve d to vent fluid under pressure `from chamber I8 through Vchamber 39, "cham-ber 21 and passage 26 to the brake pipe 5 'by 'way of chamber andpassages l5, 29 and 3i, at a rate exceeding the :supply capacity .of choke 2'2, as '1a result of which, mainreservoir pressure in chamber 25, effective onpiston I1, Will'move said pistontoward chamber i8 and unseat valve'Zll to permit fluid at supply pressurein main reservoir 8 to flow to the brake pipe 5 by Way of passages I5, 2S and 3l, to charge the brake pipe onithe locomotive and train, the flow capacity of valve 25 being such as to oier substantially no restrictions to the iiow of fluid under pressure from the main reservoir whereby the pressure of uid obtained in the brake pipe at the locomotive will .quickly increase to substantially that in the main reservoir.

.As fluid at main reservoir pressure is thus Ysupplied to the brake pipe 5 by way of passage 2S uid also ov/s from said passage through passage d? and choke i5 to recharge chamber 23 and reservoir 1, the ilow capacity of said choke .-45 being so re'ated `to the combined volumes of said chamber and reservoir as to permit recharge of said chamber and reservoir at approximately the same rate as the pressure chamber in the usual distributing .valve .device or the like (not shown) on the locomotive or the usualV auxiliary reservoir on theleading car-of the train becomes recharged with fluid under .pressure from the brakepipe. When .chamber 43 and reservoir 1 tliusdoecorne recharged to within three pounds Yoi" the pressure in Ychamber .d8 (charged with luidat normal brake pipe pressure), the diaphragm 42 .moves under the influence of spring 44 to .the position in which it is shown in the drawing, in which position valve 51 is seated and valve 54 is unseated.

The opening of valve 54, as just mentioned, connects chamber 31 of the regulating portion I6 of the feed valve device to the brake pipe passage 29 via passage 38, passage 56, cavity 6I in the brake valve rotary valve l2, chamber 53 and passage 41. Fluid at the pressure being supplied the brake pipe by Way of passage 2'9 is then supplied to chamber 31 and when this pressure exceeds the adjustment of spring 35, as explained above, diaphragm 35 is moved against said spring to permit spring 4i to seat valve 46. The ilow of fluid under pressure from chamber IS past valve 40 is thus cut off and fluid pressure in chamber 2E) quickly equalizes into chamber I8 to render spring 34 effective to seat valve 24 and cut off further supply of iluid at main reservoir pressure to passage 2Q and to the brake pipe.

It is desired to here point out that the diaphragm 42 is deflected by spring 44 to disconneet chamber 31 in the feed valve device from atmosphere past valve 51 and to connect said chamber to the brake pipe passage 29 when the pressure of fluid in diaphragm chambell 43, and hence in the pressure chamber of the usual locomotive distributing valve device and in the auxiliary reservoirs on cars adjacent the locomotive is increased to Within a slight degree of normal brake pipe pressure, as governed by said fluid at normal brake pipe pressure present in diaphragm chamber 48 and that at the time of this operation the pressure of fluid in the brake pipe at the locomotive may be substantially equal to that in the main reservoir 8 and hence in excess of normal brake pipe pressure. As a result, when diaphragm chamber 31 in the feed valve device is disconnected from atmosphere and connected to the brake pipe passage 29 the feed valve device will immediately operate to cut off supply of fluid under pressure from the main reservoir 8 to the brake pipe as above described.

However, after` the feed valve device operates to cut off supply of fluid under pressure from the main reservoir to the brake pipe 5 as just mentioned, the pressure of fluid in the brake pipe adjacent the locomotive of a train will reduce by flow back through the train and when reduced to a certain degree below normal, such reduced pressure effective in chamber 31 will permit spring 35 to partially reopen valve 40 for releasing fluid under pressure from the supply piston chamber Ill at such a rate that the piston I1 will open valve 24 just sufficient to permit further flow of fluid under pressure to the brake pipe 5 as required to maintain the brake pipe pressure at the locomotive, and hence the pressure in diaphragm chamber 31, substantially equal to or slightly less than the normal degree, against the flow back through the train, for charging the brake pipe and brake equipments thereon. As soon as the brake pipe and brake equipments throughout the train then become fully charged, the brake pipe pressure at the locomotive acting in chamber 31 on diaphragm 35 will deflect same against spring 35 to permit seating of valve 4G and hence closing of valve 24 to prevent further supply of iluid under pressure to the brake pipe.

From the above description it will be readily apparent that if the pressure of lluid in the brake pipe 5 is reduced as a result of effecting a service or an emergency application of brakes, that upon movement of the brake valve handle I3 to release position, the apparatus will automatically operate to permit flow of iluid at the pressure in main reservoir 8 directly to the brake pipe until the pressure of fluid in diaphragm chamber 43 of the release valve device is increased to within a slight degree of normal brake pipe pressure acting in chamber 48, at which time further supply of fluid to the brake pipe will be limited to the normal degree by subjecting diaphragm 35 in the feed valve device to brake pipe pressure effective in passage 29.

Any time after the release Valve device 3 has operated to connect diaphragm chamber 31 in the feed valve device to the brake pipe passage 29, so that said device will operate to limit pressure of fluid supplied to the brake pipe to the normal degree, the brake valve handle i3 may be moved out of release position to running position in which the feed valve device Will continue to limit pressure of fluid supplied to the brake pipe as just mentioned, and in which diaphragm chamber' d8 and reservoir 6 will be reopened to the brake pipe passage 28 by way of passage 4Q, cavity 6i in the rotary valve I2 and passage 41 whereby the pressure of fluid in chamber 48 and reservoir El Will be readjusted, if necessary, to normal brake pipe pressure in passage 29 for controlling recharging of the brake pipe subsequently, when necessary.

t will be noted that the brake Valve handle i3 must be moved to running position to permit readjustment of pressure of fluid in the d1- aphragm chamber 48. Such movement is not however necessary if there is no change in normal brake pipe pressure or in pressure of fluid in chamber 48, as might occur in case of leakage therefrom, and the time of such movement subsequent to effecting a release of brakes and prior to effecting an application of brakes is immaterial since recharging of the brake pipe and brake equipments on a train is automatically controlled by the release valve device 3 and for device 2 in release position of said handle.

As well known, different normal pressures of duid are carried in the brake pipe 5 in different types of service, and even in the same type of service under different conditions, but this Will have no effect upon operation of the release valve device s to control recharging of the train, for the controlling pressure of fluid in diaphragm chamber 48 will always be adjusted in running position of the brake valve handle I3 according to whatever normal pressure is present in the brake pipe.

It will now be seen that with chamber 4S and reservoir 6 charged with fluid at normal brake pipe pressure in running position of the brake valve handle i3 and held thus charged in all other positions of said handle,l and with choke 43 and volume 1 properly proportioned, the valve device 3 will automatically control the feed valve device 2 in release position of the brake valve device to charge or recharge the brake pipe with fluid pressure from the main reservoir in such a manner as to obtain maximum advantage of the high pressure in the main reservoir for charging or recharging purposes Without danger of overcharging the brake equipment on the locomotive and adjacent cars of a train, and Without attention on the part of the engineer.

It will also be noted that the pressure of fluid in chamber 43 and volume 1 Will reduce with each brake pipe reduction and that the time for recharging said' chamber and volume .is proportional' to the time required to recharge the, brake pipe andthat itis therefore feasible to use the release position of the. brake valve handle. I3 for automatic recharging of the brake pipe after any degree of' brake, application without danger of overcharging the brake pipe.

Description; Fig; 2`

The brakef controlling; valvey device shown in Fig., 21 of the drawing for example be; the distributing valve device of the well, known No. 8;-E'I- Locomotive Brake Equipment, shown. and described in. The` Westinghouse Air' Brake Companys Instruction Pamphlet', No. 5932-1, dated July 1943. The distributing, valve device comprisescan equalizing pistoni 62; at one side of which' isa control' chamber't openv to they brake pipe 5 by; a passage ddlandiat'the opposite sidev ofwhich, isA a. valve; chamber to: open through a passage',r 61 t'of a: pressure chamber til byapassagel. As.. is well knowmupon a reduction` inbrake pipeI pressure; in; chamber.` d', the-y piston. 6,2; is adapted to move to an application position forsupplying` fluid under:- pressure` from` chamber i5 to effect an application of brakesg. While. upon` an increase in brake pipe, pressurev in chamber t3,. said. piston is adapted to move to aarelease position for effecting arel'easenot brakes; and. a.. recharging of said pressure,I chamber with uid. under pressure from, the brake pipe by way of a feed groove S8.

It; ist desired'. to. point4 out that the pressure in pressure chamber G6 varies substantially the same as that in the-auxiliary reservoir on the rst car ot a traint, and hence, substantially` the same as l the pressure in reservoir l and in; chamber 43 of the release control valvedevice 3,. shown in Fig. 1 of the drawing varies through choke 45 upon reductions and increases inn pressure in brake pipeV 5'.. Aszwillbeevidenttherefcre, desired', in the equipment shown. inV Eig. 1 of the drawing the reservoir 'l could be dispensed with, the choke d, couldbereplaced with a plug (not shown) and the distributing valve device shown'in Fig. 2 could' be modied by addition of a passage t9 connected to passage 6l and to which the pipe. iii could be connected, in which case, the pressure in diaphragm chamber 43 would vary the same as in the construction shown in Fig. 1 and the release valve device 3 would operate in the same manner and accomplish the same result as above described in connection with the structure shown in Fig. 1.

Summary It will now be seenr that by providing a xed pressure, equal to normal brake pipe pressure, on one side of the diaphragm of the release control device 3 and by varying the pressure on the other side as above described, the release contro] valve device 3 will automatically control operation of the feed valve device in release position of the brake valve device, in such a manner as to initially admit fluid at main reservoir pressure to the brake pipe for a maximum period of time which will not cause overcharging of the brake equipment on the locomotive and adjacent cars of a train and to then reduce the pressure of such fluid to that desired to be carried in the brake pipe. For initially charging a train or for releasing the brakes following an application, the engineer therefore need only move the brake valve handle i3 to release position whereupon such charging and for release of brakes will occur automatically in the shortest possible period of 10 time. without, possibility ofi anyv objectionable operation.

Having; now described my; inventiom what I. claim as new and desire to secure by' Letters. Patent,` is tA l. A fluid' pressure brake equipment comprisingA inA combination, a source, of fluid' under pressure,n a feed' valve device comprising` a uid pressure controlled; pressure regulatingportion and" operative to supply huid' from. said source to saidgbrake pipe ata rate controlled by pressure, of fluid', oni said regulating portion, a brakevalve device hav. ing release and vrunning positions and operative inV said, running` position to subject said.. regulatingv portion.V to. pressure. of, fluid in said. brake pipe-andmeanscooperative. with said. brake valve device. insaid". release pcsitifonto subject said. regulating portion first. to. atmospheric` pressureV and. then to. pressure of fluid. inrsaid brake pipe..

2.. A fluidpressure braPe equipmentcomprising in combinatiom a source of fluid under pressure,l a feed valve; device, comprising a fluid. pressurev controlled. pressure regulating portion` and., opera,` tive tosuppl'y fluid fromsaid source to.. saidlbrake. pipe atl av pressure controlled by pressureA ofi fluid; onsaid regulating portion, a. brake valve device. having release and running positions. for establshing uid pressuresupply communication bee. tween said feed valve, device and'brfakepipe, ree lease control. means automatically operativer in. said release. position to; selectively subject. said, regulating. portion to.. either atmospheric pressure or, to. pressure. of, fluid. in.r saidv brake pipe, saidbrake valve. device in. said running position ren-i dering. said release control means. ineffectivel to control said regulating portion.andisubiectingsaid regulating. portion tor pressure of, fluid insaidbrake, pipe.

3., A fluid., pressure. brake equipment comprise ing, inI combination, a. source of fluid. under' pres` sure, a feed. valve. device comprising` a; Huid preseV sure, controlled pressure regulating portion and operativetdsupply duid. from said; source toysaid brake. pipe at, a. rate. controlled by pressure; of uid on said regulating portion, a brake valve device having release and running positions for establishing fluid pressure supply communication between said feed valve device and brake pipe, a fluid pressure chamber, a restricted communication opening said chamber to said brake pipe, release control means controlled by pressure of iluid in said chamber in said release position of said brake Valve device, and operative when such pressure is less than a chosen degree to subject said regulating portion to atmospheric pressure and when greater than said chosen degree to subject said regulating portion to pressure of fluid in said brake pipe, said brake valve device in said running position rendering said release control means ineffective to control said regulating portion and subjecting said regulating portion to pressure of fluid in said brake pipe.

4.. In a fluid pressure brake equipment, the combination with a brake pipe, a source of uid at a pressure in excess of that normally carried in said brake pipe, a feed valve device comprising a iluid pressure controlled regulating portion and operative to supply fluid under pressure from said source to said brake pipe when the pressure of controlling uid in said regulating portion is below a chosen pressure, a control valve device controlled by opposing lpressures of fluid in rst and second chambers and operable by the pressure in said second chamber when a chosen degree less than in said first chamber toY subject said regulating portion to atmospheric pressure and operable upon a less differential between the opposing pressures to subject said regulating portion to pressure of fluid in said brake pipe, a restricted communication opening said first chamber to said brake pipe, a brake valve device having a brake release position and a running position and comprising means operative in said release position to connect said regulation portion to said control valve device and to bottle up fluid under pressure in said second chamber and operative in said running position to open both said regulating portion and second chamber to said brake pipe.

5. A fluid pressure brake equipment comprising in combination, a source of fluid under pressure, a feed valve device comprising a liuid pressure controlled pressure regulating portion and operative to supply uid from said source to said brake pipe at a rate controlled by pressure of fluid on said regulating portion, a brake valve device having release and running positions for establishing fluid pressure supply communication between said feed valve device and brake pipe, a fluid pressure chamber, a restricted communication opening said chamber to said brake pipe, a second chamber, said brake valve device in said running position opening said second chamber to said brake pipe for charging said second chamber with fluid at the pressure in said brake pipe and in said release position closing said second chamber for bottling up the fluid pressure therein, a movable abutment subject opposingly to pressures of fluid in said chambers, and valve means operative by said abutment when the pressure in said rst chamber is a chosen degree less than in said second chamber to subject said regulating portion to atmospheric press-ure and when the dilerential between pressures in said chambers is less than said chosen degree to subject said regulating portion to pressure of iiuid in said brake pipe, said brake valve device in said running position subjecting said regulating portion to pressure of fluid in said brake pipe.

6. A fluid pressure brake equipment comprising in combination, a source of uid under pressure, a feed valve device comprising a fluid pressure controlled pressure regulating portion and operative to supply fluid from said source to said brake pipe at a rate controlled by pressure of fluid on said regulating portion, a brake valve device having release and running positions for establishing a iiuid pressure supply communication between said feed valve device and said brake pipe, a brake controlling valve device having a chamber from Awhich fluid under pressure is adapted to be supplied to effect an application of brakes upon a reduction in brake -pipe pressure and comprising restricted charging Cal means for supplying fluid under pressure to said chamber upon an increase in pressure of fluid in said brake pipe, a release -control device controlled by pressure of uid in a second chamber acting in opposition to -pressure of fluid in the first named chamber and operative when the pressure in said first chamber is a chosen degree less than in said second chamber to subject said regulating portion to atmospheric pressure and when the differential between the pressures in said rst and second chambers is less than said chosen degree to subject said regulating portion to pressure of iiuid in said brake pipe, said brake valve device in said running position opening said second chamber and said regulating portion to said brake pipe and in said release position bottling up fluid under pressure in said second chamber.

ANDREW T. GORMAN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,097,964 Campbell Nov. 2, 1937 FOREIGN PATENTS Number Country Date 473,987 France Oct. 25, 1937 

